Airplane



J. WAGNER Apr-ii 24, i934.

AIRPLANE Filed June 20, 1932 2 Sheets-Sheet .Za 2f #vz/5w TDR J. WA@ NER Z5 ZZ EVM/MW /4 TTD/@VE J. WAGNER AIRPLNE Filed June 20, 19252 2 Sheets-Shee'c /Au/v TUI-'i J WAGNER Patented Apr. 24, 1934" i -UNITED STATES PATENT OFFICE This invention relates generally to aviation, and particularly to the heavier-than-air type of flying machine.

The main object of this invention is to construct a safe ship by eliminating any tendency on the part of the ship to spin.

The second object is to produce a ship whose lifting power is proportionately great in relation to its gross weight, size and motive power.

The third object is to so construct the ship that all of the air from the slip stream, as well as from the forward movement ofthe ship, is utilized for lifting purposes.

The fourth object is to create a ship having the maximum amount of lateral stability.

The fifth object is to so design the ship that there will be an increase in the air pressure on the under side of the lifting surfaces and a decrease in the air pressure on the top side of the 20 lifting surfaces as comparedwith' the commonly accepted type of airplane of today.

The sixth object is to secure an improved propeller action.

The seventh object is to produce a ship which can be safely maneuvered near the ground due to the height of the wing tips above the landing gear.v

, The eighth object is to construct a ship in a manner to make it possible to more easily lbring it out of a stall by the sole use of the elevators.

The ninth object is to produce a ship having a slow landing speed and a quick take-off,

The tenth object is to so design the ship as to adapt itself to bombing purposes.

form of Awing construction which will greatly reduce the head-end resistance thereof.

These, and other objects, will become more apparent from the following specification as illustrated in the accompanying drawings, in which:

Fig. 1 is alplan of the ship.

Fig. 2 is a front elevation.

Fig. 3 is a diagrammatic section through a wing taken along the line 3-3 in Fig. 1.

Fig. 4 is a vertical section along the line 4-4 in Fig. 2.

Fig. 5 is a section along the line 5-5 in Fig. 4.

Fig. 6 is a perspective view of the entire ship.

Similar numbers of reference refer to similar parts throughout the several views.

Referring in detail to the drawings, there is shown a fuselage 10 under whose forward end is the conventional landing gear 11 and under whose rearward end is 'a single Wheel 12. Rising from the longitudinal center line of the fuse- The eleventh object is to provide an improved.V

lage 10 is an upright stream-lined wall 13 which merges into a longitudinal wing 14 whose rearmost portion 15 is widened and contains within its rear edge 16 a balanced elevator 17 which is provided with the usual controls 18. The for- 30 ward end 19 of the wing -14 is curved upwardly,

as shown. y

Ihetransv'erse wings-'20 differ principally from those now in use in the shape of the leading edge 21, which is so curved'as to decrease the head- 65 end resistance thereof and to cut the air sharply between the zones of subnormal and abnormal pressures. The adjacent edges of the Wings 20 merge into the curved portion 19 of the central longitudinal wing 14, as shown. Suitable struts .Y0 22 and 23 are provided between the fuselage 16 and the wings 14 and 20. The usual ailerons 24 are also indicated. A rudder 25 is disposed at the rearmost end of the fuselage 10.

It will be noted that tbereis considerable space LYI between the under side of the curved surface 19 and the top side of the fuselage 10. In this space is mounted the motor 26 for the propeller 27.

It will be noted in Fig. 5 that the wall 13 is constructed in a manner to provide the maximum amount of rigidity and at the same time offer a f f minimum amount of head end resistance.

It will be noted in the operation of this plane that air is drawn by the propeller, producing the same tractive effect as is usually produced by such units, in addition to the effect that is produced by forcing the slip-stream, together with the surrounding air to converge into the space between the curved surface 19 and the fuselage 10 and to pass backwardly underneath the longitudinal wing 14, producing thereby a lifting effect hith- 'erto not attained by airplanes of like dimensions.

To re-state the matter, instead of directing the slip-stream against the fuselage and thereby offer further resistance to its forward movement it is preferred to utilize this slip-stream, together with the air drawn in with it, for the purpose of exerting lifting action against the under side of the wings. Furthermore, by offering a sharp line of cleavage at the leading edge f the wing surfaces the head-end resistance of these elements is reduced greatly and more sharply directs the air around the under side of the wing, building up a correspondingly greater pressure on the under side and a further reduced pressure on the upper 105 side thereof.

It will also be noted that it will be a simpleA matter to bring the ship out of a stall with the velevators alone, due tothe fact that the slipstream from the propeller, plus the air drawn through thetunnel formed on the under side of the surface 19, is directed against the under side of the longitudinal center wing 14 from the tail of the ship-and finally against the elevator itselfj Whereas in the conventional type of` ship the air from the slip'stream is disposed laterally and does not come into contact with the elevator, making same useless for the purpose of bringing the ship out of a stall.

When used as a bombing unit the sides 28 of the wall 13 are spaced sufficiently to permit the passageA of a gunner upwardly from the fuselage 10 to a crows nest on top of the wing 14, making it possible to protect the ship from an overhead attack.

I claim:

l. An airplane having an elongated fuselage in combination with a longitudinally disposed wing mounted above said fuselage and spaced therefrom, the forward edge of said wing curving upwardly at the center thereof, a motor-driven propeller arranged to discharge its slip-stream between the top of said fuselage and the under side of said curved wing surface, an upright wall between the rear portion of said fuselage and said central Wing disposed along the longitudinal center line of the fuselage, and a transverse wing projecting from each side oi' the forward end of said ijesaom I central wing and merging with the outer edges of the curved portion thereof, together with an elevator disposed at the rearmost end of said central wing.

2. An airplane having in combination an elongated fuselage, an elongated central wing substantially parallel to the top of the fuselage and longitudinal therewith, said central wing having an elevator at the rearrnost portion thereof, a wall between said fuselage and wing, said wall having a greater thickness at vthe upper portion than at the lower portion, the rearmost portion of said wing constituting the tail exceeding in breadth the forward portion thereof, the forward portion of said central wing curving upwardly over the middle of the airplane, a motor-driven propeller mounted in front of and between said curved portion and the nose of the fuselage, and a pair of transverse wings attached to the edges of the curved portion of said central wing, the leading edges of the longitudinal central wing and the transverse wings having all of its curvature on the top side thereof.

3. The substanceof claim 2,. together with landing gear disposed at the forward and rearward ends of said fuselage. l

JACOB WAGNER. 

